Lubricating system for internal combustion engines



Feb. 26, 1935. c. A. WINSLOW LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Jan 50, 1929 '4 Sheets-Sheet 1 w w 3 6 wk V 2 1 3w 5 a W 2 4 V 1 f a 2 2 2 5 a f q k 33 w 7 u Q 1 H/ w E km? m w ,N J H n v w l.h\(| fi s m s k J Feb 26, 1935. A, wlN Low 1,992,339

LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 50, 1929 4 Sheets-Sheet 2 Feb. 26, 1935. c. A. wlNsLow LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed Jan. 30, 1929 4 Sheets-Sheet {5 FebQZG, 1935. c A, w s ow 1,992,339

LUBRICATING SYSTEM FOR INTERNAL. COMBUSTION ENGINES Filed Jan. 30, 1929 4 Sheets-$heet 4 Z/2w :ZZTJZW 7 Lead Winslow @M Q W Patented Feb. 26, 1935 UNITED STATES PATENT OFFICE LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Charles A. Winslow, Vallejo, Calif., assignor to Catherine B. Winslow, Oakland, Calif.

This invention relates to lubricating systems for internal combustion engines, and the principal object of the invention is the provision of new and improved means for insuring proper lubrication of the pistons under all operating conditions.

' Another object of the invention is the provision of new and improved means for positively lubricating the pistons of internal combustion engines when the oil is abnormally viscous, as when starting the motorin cold weather.

' A further object of the invention is the provision of a new and improved lubricating system for internal combustion engines wherein alternative means of novel construction is employed for lubricating-the pistons under abnormal conditions or when the principal system for any reason does not function properly.

Another object of the invention is the provision of a new and improved lubricating system for internal combustion engines that is simple in construction, cheap to manufacture, easily assembled, eificient in operation, and that is not likely to become broken or get out of order.

Otherand further objects and advantages of the invention will appear from the following description taken in connection with the accompanying drawings, in which Fig. 1 is a transverse vertical section of a multi-cylinder internal combustion engine provided with the improved lubricating systems;

Fig. 2 is a vertical section of a portion of one cylinder showing a slightly modified form of construction;

Fig. 3 is a view similar to Fig. 1 but showing a modified form of lubricating-system;

Fig. 4 is a view similar to Fig. 1 with parts broken away, of a further modified form of lubricating system;

Fig. 5 is a section on line 55 of Fig. 4;

Fig. 6 is a section on line 66 of Fig. 5;

Fig. 7 is a section on line '7--7 of Fig. 5;

Fig. 8 is a transverse vertical section of an internal combustion engine showing a further modified form of lubricating system;

Fig. 9 is a vertical section of an internal combustion engine showing a modified form of lubricating system;

Fig. 10 is a similar view showing a further modified form of lubricating system; and

Fig. 11 is a view similar toFig. 10, but showing a slightly modified form of lubricating system from that disclosed in Fig. 10.

Referring now to the drawings, the reference character 10 designates generally an internal bearingsof the engine under pressure.

combustion engine of the usual or any well known construction. The engine is provided with a plurality of cylinders 11 within which reciprocate the pistons 12 for rotating the crank shaft 13 through the connecting rods 14, as is usual in such constructions. The crank case is shown at 15, the lower portion 16 of which constitutes a sump for containing oil for lubricating the bearings and pistons of the engine, as is usual in such constructions.

Suitable mechanism is provided for oiling the As shown, a suitable pump 17 is employed for this purpose. The pump 1'7 may be of the usual or any well known construction such as the conventional gear pump and has an intake 18 and a discharge passage 19. The intake may be surrounded by suitable wire mesh 21 to screen out a certain amount of the impurities from the oil before it passes into the intake. The passage 19 discharges into a header 22 from which the oil is forced through suitable conduits 23 to the crank shaft bearings and through suitable conduits in the crank shaft to the connecting rod bearings as is common in such constructions, the excess oil being splashed on the pistons and cylinder wall for lubricating the same in the usual manner.

In cold weather the oil in the crank case hecomes too thick and viscid to be forced through conventional, small lubricant ducts and bearing clearances and splashed on the pistons and cylinder walls, consequently these parts are likely to become more or less injuredfor lack of oil during the initial operation of the engine.

In order to overcome this difiiculty a secondary or auxiliary lubricating system is provided with large free passages that will convey heavy viscous lubricant directly to these parts, insuring a. copious supply at each start of the engine independently of the primary conventional lubricating system.

In the form of construction shown in Fig. 1, which is by way of example only, this system comprises a bypass in which a yielding valve is mounted. As shown, a passage 24 leading from the discharge passage 19 anterior of the header 22 leads to a cylinder header 25 adjacent to the walls of the cylinders 11. Each cylinder wall 11 is provided with a conduit 26 for conducting lubri- 'cating oil from the header 25 to the interior of the cylinder walls.

A pressure regulating bypass valve 27 is slida'bly mounted in a bore 28 in a projection 29.

This valve is adapted to close the passage 24 under 5 above.

normal operating conditions. The valve is held. in closed position by a spring 31 in the bore 28. The tension of the spring may be regulated by a stud 32 for regulating the oil pressure on the bearings. A look nut 33 screwed on the end of said stud is adapted to lock the same in adjusted position, and a cap 33a is provided to prevent oil leaks, etc. 4

A conduit 34 extending from the bore 28 to the crank case 15 permits the passage of air to and from said bore when the valve 2'7 is operated, thus preventing air or liquid looks from interfering with the free movement of the valve.-

The tension of the spring is so adjusted that under normal, warm operating conditions, the valve 2'? is slightly opened and discharging oil out through a passage 35, but will be opened further when the pressure in the passage 19 rises above a predetermined maximum, as when the oil is thick and viscld and will not readily fiow through the small passage 35 and the bearings of the engine. Under'such conditions the oil will bypass from the passage 19 into the larger free passage 24 and from thence to the header 25 where it will fiow through the conduits 26 on to the interior walls of the cylinders for lubricating said walls and the pistons reciprocating therein.

The passage 35 is provided for permitting the oil to flow back into the crank case when the engine is warm and the lubricating oil is of normal viscosity and the valve 27 is then partially unseated.

Preferably the pump and intake and discharge passages are oversize so as to insure free passage of thick, viscous oil with sufiicient pressure to fully unseat the valve 2'7 and force cold oil through the passage 24 to the parts to be lubricated regardless of temperature or viscosity of the lubricant.

During the initial operation of the engine in cold weather, the pressure in the passage 19 will be above normal due to the viscosity of the oil, and this in turn will open the valve 2'7 and supply oil to the header 25 and from thence through the conduits 26 to the cylinder walls for lubricat ing the same.

The form of construction shown in Fig. 2 differs from that in Fig. 1 in that the passage 240 for conducting oil to the cylinder header 250 is conducted to the opposite side of the cylinder. This is desirable in certain forms or makes of engines.

In the form of construction shown in Fig. 3,

' the pump 36 delivers into a header 3'! located in the lower portion of the casing 38 of the engine 39. Conduits 41 leading upwardly from the header 3'7 are adapted to conduct oil to the bearings of the crank shaft 42. A passage '43 leading from the pump 36 and header 37 is adapted to conduct oil to a passage 44 past the pressure valve 45. The passage 44 leads to a cylinder header 46 from which conduits 4'7 conduct the oil to theinner walls of the cylinders 48 in the manner described The valve 45 is normally held in closed position by a spring 49 the tension of which may be adjusted by the stud 51 protected by the cap 52. The valve 45 is provided with a groove and vent 50 to permit the escape of air and oil from the valve chamber when the valve is opened to prevent said valve from becoming air or liquid locked.

In this construction, as in the construction disclosed in Fig. 1, when the pressure in the passage 43 rises above a predetermined maximum the valve 45 will be unseated and the oil will be forced upwardly into the cylinder header 46 and from thence to the conduits 47 on to the pistons and cylinder walls. The passage 44 may be provided with a small aperture 53 for permitting oil to fiow back into the crank case from the passage 44. This aperture is much smaller in diameter than the passage 44 whereby it the oil is viscld it will be forced into the header 46, but if it is thin it will pass back into the crank case 38 through said aperture.

In Figs. 4 to '7 is shown a construction in which a filter 64 is used in conjunction with the oiling system. This filter has a base and a filter casing 67. The base 80 is attached to a boss or pad '70 formed on the side of the engine and is provided with intake and discharge passages 63 and '71, respectively, and with a sump 90 for receiving the sludge from the filter element 68. As disclosed in said figures the engine 54 having the conventional cylinders 55, pistons 56, crank shaft 5'7, connecting links 58 and crank case 59, is provided with a pressure oiling system for lubricating the crank shaft bearings.

As shown, the discharge passage 61 of the pump 62 conducts oil from the crank case to the passage 63 in the base '70 of the filter 64. From the passage 63 the oil passes along the conduit 65 and upwardly through the pipe 66 into the interior of the casing 6'7 where it is discharged into said casing at a point above the sump 90 in the base 70 of the filter 64.

After passing into the filter casing the oil passes through the filter elements 68 into the tubular member 69 which conducts the same into the passages '71 and '72 into the header '73 from which the oil passes through conduits '74 and passages 60 to the bearings of the crank shaft 57. Under normal operating conditions the oil will be splashed on the pistons and cylinder walls for lubricating the same, in the usual manner.

Suitable means are provided for bypassing the oil around the filter. As shown, a pressure valve 75 is employed for this purpose. The valve may be in the form of a ball for closing the conduit 76 connecting the passages '72 and 65, see Fig. 4. The valve 75 is normally held in closed position by a spring 7'7 the tension of which may be adjusted by the nut 78. When the pressure in the passage 61 rises above a predetermined maximum it will unseat the valve '75, permitting the oil to flow from the passage 63 through the conduit '76 into the passage 72 and header '73 without passing through the filter.

Suitable means are also providedfor conducting oil to the pistons and cylinder walls during the initial operation of the engine in cold weather and when the oil is thick and viscld.

As shown, a pressure valve '79 slidably mounted in a bore 81 in the projection 82 is provided for this purpose. A passage 83 is adapted to conduct oil from the bore 81 to a cylinder header 84 when the valve '79 is open. The valve '79 is normally held in closed position by a spring 85 the tension of which may be adjusted by a stud 86 and held in adjusted position by a cap 8'7 as clearly shown in Fig. 5 of the drawings. An air outlet or conduit 88 is adapted topermit the entrance and escape of air into the" bore 81 when the valve 79 is operated.

A passage 89 anterior of the passage 83 is adapted to conduct oil from the bore 81 to the crank case when the valve '79 is wholly or partially open. The diameter of the passage 89 is much less than the diameter of the passage 83, whereby when the valve '79 is forced open a very small amount of the thick, viscld oil will pass through the'passage 89 and will be forced outwardly through the passage 83, and upon further opening the valve 79 the oil will be forced through the passage 83 into the header 84 and from the header through the conduits 91 for oiling the inner walls of the cylinders and the pistons. If. however, the oil is thin it will pass through the passage 89 back into the crank case.

The tension of the springs 77 and 85 is so adjusted that the valve 79 will open before the valve 75, thereby insuring the lubrication of the cylinders and pistons when the oil is thick and viscid, and at the same time providing a bypass for the. oil when the pressure in the discharge passage rises above a predetermined maximum.

In Fig. 8 is shown a further modified form of lubricating system. I In this form of construction the pump 92 forces the oil through passages 93 to the header 94 from which the oil is led by conduits 95 to the bearings of the crank shaft '96 in a manner similar to that described above.

An auxiliarylubricating system is also provided for lubricating the cylinder walls and pistons, when the oil is thick and viscid. In this form of construction a pressure valve 97 is provided in the passage 98 leading from the passage 93 to the conduit 99 which in turn delivers the oil into a reservoir 100 having a bottom 101 of reticulated material. The upper portion of the reservoir-100 is in communication with the header 102. Conduits 103 are adapted to conduct oil from the header 102 to the dip pans 104. The valve 97 is held in closed position by a spring the tension of which is adjusted by the stud 106. If the pressure in the passage 93 extends a predetermined maximum the valve 97 will be unseated and the oil will pass along the conduit 99 into the reservoir 100. If the oil is thin it will readily pass through the wire mesh 101 directly into the crank case. If, however, it is thick and viscid it will soon fill the reservoir 100 and flow into the header 102 from which it will be conducted by the pipe 103 to the pans 104. The oil in the pans 104 will be dipped by fingers on the connecting rods and splashed on the cylinder walls in a manner well known in the art.

In the form of construction shown in Fig. 9 a primary and secondary system of lubrication is employed, as in the previous constructions, but the auxiliary or secondary system is in the form of a splash feed arrangement, that is, it is of the non-pressure type. As shown, the discharge pas sage 107 from the pump 108 leads to the header 109 from whence the oil is forced through the conduits 110 and 111 to the crank shaft and connecting rod bearings, as is well known in the art. A bypass 112, 113 closed by a pressure regulator valve 114 is in communication with the passage 107.1The diameter of the passage 113 is small as compared with the diameter of the passage 107 whereby viscid oil will not readily pass therethrough, but will pass through the same quite readily while the oil is hot.

The auxiliary or secondary oiling system for oiling the pistons and cylinders when the oil is cold and viscid comprises the passage 115 which leads from the pump discharge passage 107 adjacent to the pump to a header 116 having the discharge c'arifices 117 opposite the connecting rod bearings and the bypass pressure operated valve 118 adjacent to the pump. The valve is held on its seat to close the passage 115 by a suitable spring 119 the tension of which may be regulated by the plug 121 tapped in the end of the valve chamber. The spring compression is so adjusted that the valve 118 will open at a prethe header 116. From the header the oil will be forced through the apertures 117 and fall by gravity onto the connecting rod bearings 122 and crank shaft, which will throw the oil by centrifugal action onto the cylinders and pistons for oiling the same.

When the oil becomes heated the pressure in the discharge passage 107 will diminish, the valve 118 will close, and the bearings and pistons will be oiled by the primary system inthe usual manner.

In Figs. 10 and 11 the two systems are also employed, but inboth figures the principal system is of the non-pressure type. In Fig. 10 the secondary system is of the pressure type, while in Fig. 11 it is of the non-pressure type.

In both forms the discharge passage 123 from the pump 124 conducts the oil to a header 125 from which it passes by conduits 126 to the crank case bearings 127 the overflow passing down the overflow pipes or passages 128 into the troughs 129. The overflow pipes 128 extend slightly above the level of the lower portion of the conduits 126 in order to insure lubrication of the crank shaft bearings, the excess passing oif through the pipes into the troughs 129. The connecting rod bearings 131 are provided with the usual fingers 132 and openings 133 for oiling the bearings 131 from the trough in the usual manner. The pistons 134 areoiled by the splash system in the usual manner.

The secondary or auxiliary system is different in the two" figures. In Fig. 10 a passage 135 leads to a header 136 and conduits 137 conduct the oil to the interior of the cylinders and pistons for lubricating the same. In the operation of the device shown in Fig. 10, the oil, when it is cold, is too viscid to all run down the conduits 126 which are of. much less diameter than the header 139 is provided with discharge openings 141 so arranged that oil discharged therefrom will fall in the path of the cranks on the crank shaft whereby oil will be splashed on the cylinder walls and pistons when it is discharged through said openings.

When the oil is cold it will be too thick and viscid to pass readily through the restricted passages 126 and pipes 128, consequently it will pass up through the passage 138 into the header 139 and out through the apertures 141 onto the crank shaft and connecting rod bearings which throw the same onto the piston and cylinder walls for tain indispensable portions, as the cylinders and pistons, are lubricated by an auxiliary system independently of the main system when said main system, due to the viscosity of the oil, does not properly function to lubricate all parts'of the engine.

It is thought from the foregoing taken in connection with the accompanying drawings that the construction and operation of my device will be apparent to those skilled in the art, and that various changes in size, shape, proportion and details of construction may be made without departing from the spirit and scope of the appended claims.

I claim as my invention:

1. In a lubricating system for internal combustion engines, an, oil reservoir, a pump, conduits connected'to said pump leading to thebearings of said engine and forming the main lubricant supply system, an auxiliary lubricant supply system connected to the first named main system, a passage for conducting oil from said systems to the crankcase and a spring-pressed valve for controlling the flow of oil to said passage and to the cylinder walls, said auxiliary system being provided with discharge openings in the cylinder walls forsupplying oil directly to the reciprocating parts and operative only at times when the pressure of the oil in said main lubricant supply system rises above a predetermined degree.

2. In combination, an engine having a pad on its exterior, said pad having a filter attaching surface, said engine being provided with a pump discharge passage, a pump relief passage and a lubricating passage opening through said pad, a filter having a base and a filter chamber secured to said base, an inlet passage, a relief passage and an outlet passage within said base and opening to the exterior thereof, means for securing said base to said pad with said inlet, outlet and relief passages over said discharge, pumprelief and lubricating'passages and in register therewith, respectively, a pump for forcing lubricant through said passages, a filter element within said filter chamber between said inlet and outlet passages for filtering oil passing therethrough, means within said base for by-passing oil from said inlet to said outlet when the pressure in said element rises above a predetermined maximum, and means for by-passing oil from said inlet passage to said relief passage when the pressure within said lubricating passage rises above a predetermined maximum, all of said passages being within said filter and engine.-

CHARLES A. WINSLOW. I 

